JP2757261B2 - Fuel injection device - Google Patents
Fuel injection deviceInfo
- Publication number
- JP2757261B2 JP2757261B2 JP1107598A JP10759889A JP2757261B2 JP 2757261 B2 JP2757261 B2 JP 2757261B2 JP 1107598 A JP1107598 A JP 1107598A JP 10759889 A JP10759889 A JP 10759889A JP 2757261 B2 JP2757261 B2 JP 2757261B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- pressure
- injection device
- pressure regulator
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
- F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1812—Number of cylinders three
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/04—Two-stroke combustion engines with electronic control
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明はエンジンに燃料を供給する燃料噴射装置に関
するものである。Description: TECHNICAL FIELD The present invention relates to a fuel injection device for supplying fuel to an engine.
〔従来の技術〕 エンジンに燃料を供給する燃料噴射装置としては、種
々提案されており、例えば特開昭62−93481号公報に開
示されているように、燃料と圧縮空気とを予め混合し、
この予め混合した燃料を燃焼室内に噴射することによっ
て、燃焼の安定化をはかったものがある。[Prior Art] Various fuel injection devices for supplying fuel to an engine have been proposed. For example, as disclosed in JP-A-62-93481, fuel and compressed air are mixed in advance,
There are fuels that stabilize combustion by injecting the premixed fuel into a combustion chamber.
ところで、このように燃料を燃焼室に直接噴射する構
造においては、吸気側の通路からは空気のみが供給され
るために、吸気側の通路内に燃料を供給する構造のよう
に混合気中の燃料によるエンジン冷却が期待できなくな
る。特にピストンで開閉される掃気孔を有する２サイク
ルエンジンではピストンの冷却が期待できなくなる。そ
こで、吸気側の通路にも燃料噴射弁を設け、燃料を燃焼
室内および吸気側の通路内に供給することが考えられ
る。By the way, in such a structure in which fuel is directly injected into the combustion chamber, since only air is supplied from the intake-side passage, the fuel in the air-fuel mixture is supplied as in a structure in which fuel is supplied into the intake-side passage. Engine cooling with fuel cannot be expected. In particular, in a two-cycle engine having a scavenging hole opened and closed by the piston, cooling of the piston cannot be expected. Therefore, it is conceivable to provide a fuel injection valve also in the passage on the intake side and supply the fuel into the combustion chamber and the passage on the intake side.
しかし、吸気側の通路に供給される燃料は、燃料室に
供給される燃料よりも低圧にする必要があり、例えば、
燃焼室側の燃料ポンプよりも吐出圧が低い燃料ポンプが
必要になるなど、構造が複雑になる問題が起きる。However, the fuel supplied to the intake-side passage needs to be at a lower pressure than the fuel supplied to the fuel chamber.
There is a problem that the structure becomes complicated, for example, a fuel pump having a lower discharge pressure than the fuel pump on the combustion chamber side is required.
本発明はこのような事情に鑑みなされたもので、燃焼
室および吸気側の通路に燃料を供給するようにしても構
造が複雑になるのを抑えることができる燃料噴射装置を
提供するものである。SUMMARY OF THE INVENTION The present invention has been made in view of such circumstances, and provides a fuel injection device that can suppress a complicated structure even when fuel is supplied to a combustion chamber and a passage on an intake side. .
本発明に係る燃料噴射装置は、燃料タンクから燃料ポ
ンプを経て再び燃料タンクに戻る燃料管路の途中であっ
て燃料ポンプの下流側に燃料管路内の燃料圧力を調整す
る第１燃料圧力調整器を設け、かつこの第１燃料圧力調
整器の下流側に燃料管路内の燃料圧力を第１燃料圧力調
整器よりも低い圧力に調整する第２燃料圧力調整器を設
け、前記燃料管路の燃料ポンプと第１燃料圧力調整器と
の間に主燃料噴射装置を接続するとともに、前記燃料管
路の第１燃料圧力調整器と第２燃料圧力調整器との間
に、吸気側の通路に燃料を供給する補助燃料噴射装置を
接続してなり、前記主燃料噴射装置に、空気圧縮機で圧
縮された圧縮空気が流されかつ下流側が空気圧力調整器
を介して大気中に開放される空気供給管路を接続し、こ
の主燃料噴射装置を、前記圧縮空気と燃料とを混合して
燃焼室に供給する構造としたものである。The fuel injection device according to the present invention is a first fuel pressure adjustment device that adjusts the fuel pressure in the fuel pipe in the middle of the fuel pipe returning from the fuel tank via the fuel pump to the fuel tank and downstream of the fuel pump. A second fuel pressure regulator downstream of the first fuel pressure regulator for regulating the fuel pressure in the fuel line to a pressure lower than the first fuel pressure regulator; A main fuel injection device is connected between the fuel pump and the first fuel pressure regulator, and an intake-side passage is provided between the first fuel pressure regulator and the second fuel pressure regulator in the fuel line. An auxiliary fuel injection device for supplying fuel to the main fuel injection device, the compressed air compressed by the air compressor flows through the main fuel injection device, and the downstream side is opened to the atmosphere via an air pressure regulator. Connect the air supply line and connect this main fuel injector to By mixing the serial compressed air and fuel is obtained by a structure for supplying the combustion chamber.
また、他の発明に係る燃料噴射装置は、上述した発明
に係る燃料噴射装置において、第１燃料圧力調整器を、
主燃料噴射装置に供給される燃料の圧力が空気供給管路
内の圧縮空気の圧力より高くなる構造とし、主燃料噴射
装置に、燃料圧力と圧縮空気の圧力との差圧に対応させ
て主燃料噴射装置での噴射時間を制御する制御装置を接
続してなり、この制御装置を、前記差圧が相対的に高い
ときに噴射時間が短くなり、差圧が相対的に低いときに
噴射時間が長くなる構成としたものである。Further, a fuel injection device according to another invention is the fuel injection device according to the invention described above, wherein the first fuel pressure regulator is
The structure is such that the pressure of the fuel supplied to the main fuel injection device is higher than the pressure of the compressed air in the air supply pipe, and the main fuel injection device is adapted to correspond to the pressure difference between the fuel pressure and the pressure of the compressed air. A control device for controlling the injection time in the fuel injection device is connected, and the control device controls the injection time when the differential pressure is relatively high, and the injection time when the differential pressure is relatively low. Becomes longer.
本発明においては、燃料ポンプから吐出された燃料は
第１燃料圧力調整器で高い圧力に調整されて主燃料噴射
装置に供給される一方、第２燃料圧力調整器でそれより
も低い圧力に調整されて補助燃料噴射装置に供給され
る。また、主燃料噴射装置から燃焼室内に燃料が空気と
共に噴射されて燃料の粒の微細化を図ることができ、燃
料の気化が促進される。しかも、第１燃料圧力調整器で
圧力が調整された燃料と、空気圧力調整器で圧力が調整
された圧縮空気とを主燃料噴射装置に供給するため、燃
焼室に噴射される燃料と空気の割合を一定に保つことが
できる。加えて、主燃料噴射装置に供給される燃料の圧
力と圧縮空気の圧力との差圧に対応させて主燃料噴射装
置での噴射時間を制御するため、空燃比が大きく変動す
ることがない。In the present invention, the fuel discharged from the fuel pump is adjusted to a high pressure by the first fuel pressure regulator and supplied to the main fuel injection device, while being regulated to a lower pressure by the second fuel pressure regulator. And supplied to the auxiliary fuel injection device. Further, the fuel is injected together with the air from the main fuel injection device into the combustion chamber, so that the fuel particles can be made finer, and the vaporization of the fuel is promoted. Moreover, since the fuel whose pressure has been adjusted by the first fuel pressure regulator and the compressed air whose pressure has been adjusted by the air pressure regulator are supplied to the main fuel injection device, the fuel and air injected into the combustion chamber are The ratio can be kept constant. In addition, since the injection time in the main fuel injection device is controlled in accordance with the pressure difference between the pressure of the fuel supplied to the main fuel injection device and the pressure of the compressed air, the air-fuel ratio does not greatly change.
以下、本発明の一実施例を図により詳細に説明する。
第１図は本発明に係る燃料噴射装置の概略を示す構成
図、第２図は同じく要部概略を示す断面図で、これらの
図において符号１で示すものは燃料噴射装置を示す。２
は燃料としてのガソリンを溜めた燃料タンクであり、こ
の燃料タンク２には燃料管路３が接続されている。燃料
管路３は燃料タンク２から延出され再び燃料タンク２に
戻る閉じられた管路を形成している。すなわち、燃料管
路３は燃料を供給する燃料供給管路3aと、使用されなか
った燃料を燃料タンク２に戻す燃料回収管路3bとを接続
して構成されている。Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic diagram showing the configuration of a fuel injection device according to the present invention, and FIG. 2 is a cross-sectional view showing the schematic configuration of a main part of the same. 2
Is a fuel tank for storing gasoline as fuel, and a fuel pipe 3 is connected to the fuel tank 2. The fuel line 3 forms a closed line extending from the fuel tank 2 and returning to the fuel tank 2 again. That is, the fuel line 3 is configured by connecting a fuel supply line 3a for supplying fuel and a fuel recovery line 3b for returning unused fuel to the fuel tank 2.
４は燃料供給管路3aのうち上流の部分に設けられた燃
料ポンプであり、燃料タンク２内の燃料を加圧して下流
側に供給する。５は燃料供給管路3aの途中であって前記
燃料ポンプ４の下流側に設けられた第１燃料圧力調整
器、６はその下流側に設けられた第２燃料圧力調整器で
ある。換言すれば、燃料ポンプ４、第１燃料圧力調整器
５、第２燃料圧力調整器６は燃料供給管路3a上に上流側
から順番に直列に設けられている。第１燃料圧力調整器
５は燃料供給管路3a内の燃料圧力を後述する燃焼室内に
噴射でき得る圧力に調整し、第２燃料圧力調整器６は燃
料供給管路3a内の燃料圧力を第１燃料圧力調整器５で調
整される圧力よりも低い圧力であって後述する吸気側の
通路内に噴射でき得る圧力に調整する。Reference numeral 4 denotes a fuel pump provided at an upstream portion of the fuel supply line 3a, which pressurizes the fuel in the fuel tank 2 and supplies the fuel to the downstream side. Reference numeral 5 denotes a first fuel pressure regulator provided in the middle of the fuel supply pipe 3a and downstream of the fuel pump 4, and reference numeral 6 denotes a second fuel pressure regulator provided downstream thereof. In other words, the fuel pump 4, the first fuel pressure regulator 5, and the second fuel pressure regulator 6 are provided in series on the fuel supply pipe 3a in order from the upstream side. The first fuel pressure regulator 5 adjusts the fuel pressure in the fuel supply line 3a to a pressure that can be injected into a combustion chamber described later, and the second fuel pressure regulator 6 adjusts the fuel pressure in the fuel supply line 3a to a second level. (1) The pressure is adjusted to a pressure lower than the pressure adjusted by the fuel pressure regulator 5 and can be injected into an intake-side passage described later.
７はエンジンのシリンダヘッド８に燃焼室９に臨むよ
うに取付けられた主燃料噴射装置である。この主燃料噴
射装置７は前記燃料供給管路3aの燃料ポンプ４と第１燃
料圧力調整器５との間に接続されると共に、空気圧縮機
11で圧縮された圧縮空気が供給される空気供給管路12に
接続されており、燃料と圧縮空気とを予め混合して燃焼
室９内に噴射し供給するように構成されている。空気供
給管路12の下流側は第１燃料圧力調整器５内の後述する
空気圧力調整器を介して大気13中に開放されている。Reference numeral 7 denotes a main fuel injection device mounted on a cylinder head 8 of the engine so as to face the combustion chamber 9. The main fuel injection device 7 is connected between the fuel pump 4 of the fuel supply line 3a and the first fuel pressure regulator 5 and has an air compressor.
It is connected to an air supply line 12 to which the compressed air compressed at 11 is supplied, and is configured to mix the fuel and the compressed air in advance and to inject and supply them into the combustion chamber 9. The downstream side of the air supply pipe 12 is opened to the atmosphere 13 via an air pressure regulator described later in the first fuel pressure regulator 5.
14は吸気側の通路として吸気通路15を形成する吸気管
16に、空気通路15に臨むように取付けられた補助燃料噴
射装置である。この補助燃料噴射装置14は周知の燃料噴
射弁からなり、燃料導入管17で燃料供給管路3aの第１燃
料圧力調整器５と第２燃料圧力調整器６との間に接続さ
れ、燃料を吸気通路15内に噴射し供給する。14 is an intake pipe forming an intake passage 15 as an intake side passage
An auxiliary fuel injection device is provided at 16 so as to face the air passage 15. The auxiliary fuel injection device 14 is composed of a well-known fuel injection valve, and is connected between the first fuel pressure regulator 5 and the second fuel pressure regulator 6 of the fuel supply line 3a by a fuel introduction pipe 17 to supply fuel. The fuel is injected into the intake passage 15 and supplied.
前記第１燃料圧力調整器５は第２図に示すように、第
１燃料調整室21および空気調整室22を有する本体23を備
えている。第１燃料調整室21はダイヤフラム24によっ
て、燃料入口25および燃料出口26を有し燃料供給管路3a
に接続される高圧室21aと、連通孔27で大気13に連通さ
れた低圧室21bとに画成されている。燃料出口26は下方
に突出する筒部28で前記ダイヤフラム24の中央部に対向
するように開口され、ダイヤフラム24で開閉される。29
はダイヤフラム24を前記燃料出口26を閉じる方向に押圧
する圧縮ばねである。The first fuel pressure regulator 5 includes a main body 23 having a first fuel regulation chamber 21 and an air regulation chamber 22, as shown in FIG. The first fuel adjustment chamber 21 has a fuel inlet 25 and a fuel outlet 26 by a diaphragm 24 and has a fuel supply line 3a.
And a low-pressure chamber 21b connected to the atmosphere 13 through a communication hole 27. The fuel outlet 26 is opened by a cylindrical portion 28 projecting downward so as to face the center of the diaphragm 24, and is opened and closed by the diaphragm 24. 29
Is a compression spring that presses the diaphragm 24 in a direction to close the fuel outlet 26.
前記空気調整室22も同様にダイヤフラム31によって、
空気入口32および空気出口33を有する高圧室22aと、連
通孔34で大気13に連通された低圧室22bとに画成されて
おり、空気出口33はダイヤフラム31で開閉されるように
筒部35でダイヤフラム31の中央部に対向するように開口
されている。36はダイヤフラム31を前記空気出口33を閉
じる方向に押圧する圧縮ばねである。前記本体23内にお
ける空気調整室22や、空気入口32、空気出口33および連
通孔34を形成する部分が本発明に係る空気圧力調整器を
構成している。すなわち、第１燃料圧力調整器５に空気
圧力調整器を一体に形成している。Similarly, the air adjustment chamber 22 is also provided by the diaphragm 31.
A high-pressure chamber 22a having an air inlet 32 and an air outlet 33, and a low-pressure chamber 22b communicated with the atmosphere 13 through a communication hole 34, and the air outlet 33 is opened and closed by a diaphragm 31 so as to be opened and closed by the diaphragm 31. The opening is formed so as to face the center of the diaphragm 31. A compression spring 36 presses the diaphragm 31 in a direction to close the air outlet 33. The part of the main body 23 where the air adjusting chamber 22, the air inlet 32, the air outlet 33 and the communication hole 34 are formed constitutes the air pressure regulator according to the present invention. That is, the air pressure regulator is formed integrally with the first fuel pressure regulator 5.
この第１燃料圧力調整器５および空気圧力調整器は、
燃料出口26や空気出口33を開閉することによって、燃料
や圧縮空気の圧力を調整し、燃料や圧縮空気の圧力を一
定に保っている。本実施例においては圧縮空気圧力が5k
g/cm2程度、燃料圧力が55kg/cm2程度とされている。37
は第１燃料調整室21および空気調整室22の入口側におい
て、燃料供給管路3aと空気供給管路12との差圧を検出す
る圧力センサである。The first fuel pressure regulator 5 and the air pressure regulator are
By opening and closing the fuel outlet 26 and the air outlet 33, the pressure of the fuel and the compressed air is adjusted, and the pressure of the fuel and the compressed air is kept constant. In this embodiment, the compressed air pressure is 5 k
g / cm 2 , and fuel pressure is about 55 kg / cm 2 . 37
Is a pressure sensor for detecting a pressure difference between the fuel supply pipe 3a and the air supply pipe 12 on the inlet side of the first fuel adjustment chamber 21 and the air adjustment chamber 22.
前記第２燃料圧力調整器６は第１燃料圧力調整器５の
燃料圧力調整部分と同様に構成されている。すなわち、
本体38には第２燃料調整室39が形成され、この第２燃料
調整室39はダイヤフラム40で高圧室39aと低圧室39bとに
画成されている。高圧室39aは燃料入口41を介して燃料
供給通路3aに連通されると共に筒部42によってダイヤフ
ラム40で開閉されるように形成された燃料出口43を介し
て燃料回収管路3bに連通されている。ダイヤフラム40を
燃料出口43に押圧する圧縮ばね44が収容された低圧室39
bは連通孔45および連通管路46を介して吸気通路15に連
通されている。ここで、圧縮ばね44のセット荷重は第１
燃料圧力調整器５の圧縮ばね29よりも小さく設定されて
いる。したがって、第２燃料圧力調整器６は、燃料入口
41側の燃料圧力を第１燃料圧力調整器５の上流側の燃料
圧力よりも低い圧力に保つと共に、燃料入口41側の燃料
圧力と吸気通路15内の圧力との圧力差が一定になるよう
に調整する。本実施例においては燃料入口41側の燃料圧
力が3kg/cm2程度になるように設定されている。The second fuel pressure regulator 6 has the same configuration as the fuel pressure regulator of the first fuel pressure regulator 5. That is,
A second fuel adjustment chamber 39 is formed in the main body 38, and the second fuel adjustment chamber 39 is defined by a diaphragm 40 into a high-pressure chamber 39a and a low-pressure chamber 39b. The high-pressure chamber 39a communicates with the fuel supply passage 3a via a fuel inlet 41 and communicates with a fuel recovery pipe 3b via a fuel outlet 43 formed so as to be opened and closed by a diaphragm 40 by a cylindrical portion. . A low-pressure chamber 39 containing a compression spring 44 for pressing the diaphragm 40 against the fuel outlet 43
b is communicated with the intake passage 15 through the communication hole 45 and the communication pipe 46. Here, the set load of the compression spring 44 is the first
It is set smaller than the compression spring 29 of the fuel pressure regulator 5. Therefore, the second fuel pressure regulator 6 is connected to the fuel inlet
The fuel pressure on the 41 side is kept lower than the fuel pressure on the upstream side of the first fuel pressure regulator 5, and the pressure difference between the fuel pressure on the fuel inlet 41 side and the pressure in the intake passage 15 becomes constant. Adjust to In this embodiment, the fuel pressure on the fuel inlet 41 side is set to be about 3 kg / cm 2 .
47は主燃料噴射装置７および補助燃料噴射装置14を制
御する制御装置である。この制御装置47は図示しない吸
気流量計から出力される吸気流量、エンジン回転速度、
クランク角度などに対応したエンジン情報48と、圧力セ
ンサ37に接続された信号路51から入力される燃料と圧縮
空気との差圧に対応した信号などに応じてエンジンの運
転状況を判断する。そして、信号路52から補助燃料噴射
装置14の燃料噴射時間を制御する信号を出力する。本実
施例においては上述したように連通管路46によって吸気
通路15内の圧力と燃料入口39側の燃料圧力との差圧が一
定になるように調整されているので、補助燃料噴射装置
14から一定時間、燃料を噴射すれば一定量の燃料が噴射
される。53,54は主燃料噴射装置７に接続された信号路
である。信号路53からは主燃料噴射装置７から噴射され
る燃料の量を調整する燃料バルブを駆動する信号が出力
され、信号路54からは主燃料噴射装置７から噴射される
空気の量を調整する空気バルブを駆動する信号が出力さ
れる。なお、前記燃料バルブは圧力センサ37で検出され
信号路51を介して制御装置47に入力される差圧に応じた
時間だけ燃料を噴射するように制御される。詳述すれ
ば、差圧が大きいときは噴射時間が短くなり、差圧が小
さいときは噴射時間が長くなるように制御される。A control device 47 controls the main fuel injection device 7 and the auxiliary fuel injection device 14. The control device 47 includes an intake flow rate output from an intake flow meter (not shown), an engine rotation speed,
The operating state of the engine is determined based on engine information 48 corresponding to the crank angle and the like, and a signal corresponding to the differential pressure between the fuel and the compressed air input from the signal path 51 connected to the pressure sensor 37. Then, a signal for controlling the fuel injection time of the auxiliary fuel injection device 14 is output from the signal path 52. In the present embodiment, since the pressure difference between the pressure in the intake passage 15 and the fuel pressure on the fuel inlet 39 side is adjusted to be constant by the communication pipe 46 as described above, the auxiliary fuel injection device
If fuel is injected for a certain time from 14, a certain amount of fuel will be injected. 53 and 54 are signal paths connected to the main fuel injection device 7. A signal for driving a fuel valve for adjusting the amount of fuel injected from the main fuel injector 7 is output from a signal path 53, and the amount of air injected from the main fuel injector 7 is adjusted from a signal path 54. A signal for driving the air valve is output. The fuel valve is controlled so as to inject fuel for a time corresponding to the differential pressure detected by the pressure sensor 37 and input to the control device 47 via the signal path 51. More specifically, the injection time is controlled to be short when the differential pressure is large, and to be long when the differential pressure is small.
このように構成された燃料噴射装置においては、燃料
は燃料タンク２から燃料ポンプ４に供給され、燃料ポン
プ４で加圧されて燃料供給管路3aに吐出される。この燃
料は第１燃料圧力調整器５で圧縮空気よりも高い一定の
圧力に調整されて主燃料噴射装置７に供給され、燃焼室
９内に噴射される。一方、主燃料噴射装置７に供給され
ない燃料は、第２燃料圧力調整器６によって第１燃料圧
力調整器５の下流側において第１燃料圧力調整器５で調
整される圧力よりも低い圧力に調整され、補助燃料噴射
装置14へ供給される。補助燃料噴射装置14へ供給された
燃料は吸気通路15内へ噴射され、補助燃料噴射装置14へ
供給されない燃料は燃料回収管路3bから燃料タンク２へ
戻される。In the fuel injection device configured as described above, the fuel is supplied from the fuel tank 2 to the fuel pump 4, is pressurized by the fuel pump 4, and is discharged to the fuel supply line 3a. This fuel is adjusted to a constant pressure higher than the compressed air by the first fuel pressure regulator 5, supplied to the main fuel injector 7, and injected into the combustion chamber 9. On the other hand, the fuel not supplied to the main fuel injection device 7 is adjusted by the second fuel pressure regulator 6 to a pressure lower than the pressure regulated by the first fuel pressure regulator 5 on the downstream side of the first fuel pressure regulator 5. Then, it is supplied to the auxiliary fuel injection device 14. The fuel supplied to the auxiliary fuel injection device 14 is injected into the intake passage 15, and the fuel not supplied to the auxiliary fuel injection device 14 is returned to the fuel tank 2 from the fuel recovery pipe 3b.
したがって、主燃料噴射装置７で燃焼室９内に燃料を
噴射して供給できると共に、補助燃料噴射装置14で吸気
通路15に燃料を噴射して供給できる。しかも、一個の燃
料ポンプ４を使用して、主燃料噴射装置７に供給される
高い圧力の燃料と、補助燃料噴射装置14に供給される低
い圧力の燃料とを発生させることができ、燃料管路３も
一系統の管路であるから、構造が複雑になるようなこと
がない。Therefore, the fuel can be injected into the combustion chamber 9 by the main fuel injection device 7 and supplied, and the fuel can be injected and supplied to the intake passage 15 by the auxiliary fuel injection device 14. In addition, one fuel pump 4 can be used to generate high-pressure fuel supplied to the main fuel injection device 7 and low-pressure fuel supplied to the auxiliary fuel injection device 14, and the fuel pipe Since the road 3 is also a one-system pipe, the structure does not become complicated.
また、主燃料噴射装置７を燃料と圧縮空気とを混合さ
せて燃焼室９内に供給する構造としたため、燃焼室９内
に燃料が空気と共に噴射されて燃料の粒の微細化を図る
ことができ、燃料の気化が促進される。この結果、燃料
を完全に燃焼させることが容易になる。さらに、第１燃
料圧力調整器５で圧力が調整された燃料と、空気圧力調
整器で圧力が調整された圧縮空気とを主燃料噴射装置７
に供給するため、燃焼室９に噴射される燃料と空気の割
合を一定に保つことができ、不完全燃焼を起こすことが
ないから、回転が安定して出力向上を図ることができ
る。Further, since the main fuel injection device 7 has a structure in which the fuel and the compressed air are mixed and supplied into the combustion chamber 9, the fuel is injected into the combustion chamber 9 together with the air, and the fuel particles can be miniaturized. Fuel vaporization is promoted. As a result, it becomes easy to completely burn the fuel. Further, the fuel whose pressure has been adjusted by the first fuel pressure regulator 5 and the compressed air whose pressure has been adjusted by the air pressure regulator are supplied to the main fuel injection device 7.
, The ratio of fuel and air injected into the combustion chamber 9 can be kept constant, and incomplete combustion does not occur, so that rotation can be stabilized and output can be improved.
第３図は他の実施例の概略を示す構成図、第４図は同
じく要部概略を示す断面図で、これらの図において第１
図および第２図に示すものと同一あるいは同等な部材に
は同一符号を付しその説明は省略する。この実施例にお
いては、第２燃料圧力調整器６の連通孔45が大気13に開
放されているため、第２燃料圧力調整器６によって大気
圧と燃料入口39側の燃料圧力との差圧が一定になるよう
に調整される。このため、吸気通路15の圧力を検出する
圧力センサ61が設けられており、信号路62を介して吸気
通路15の圧力に応じた信号が制御装置47に入力されてい
る。制御装置47は、主燃料噴射装置７の制御は上述した
実施例と同様に行い、補助燃料噴射装置14の制御は圧力
センサ61で検出される吸気通路15の圧力に応じて燃料噴
射時間を変化させることによって、燃料噴射量が一定に
なるように制御する。FIG. 3 is a block diagram showing the outline of another embodiment, and FIG. 4 is a cross-sectional view showing the same main part.
The same or equivalent members as those shown in FIGS. 2 and 3 are denoted by the same reference numerals, and description thereof will be omitted. In this embodiment, since the communication hole 45 of the second fuel pressure regulator 6 is open to the atmosphere 13, the pressure difference between the atmospheric pressure and the fuel pressure at the fuel inlet 39 is reduced by the second fuel pressure regulator 6. Adjusted to be constant. Therefore, a pressure sensor 61 for detecting the pressure in the intake passage 15 is provided, and a signal corresponding to the pressure in the intake passage 15 is input to the control device 47 via a signal path 62. The control device 47 controls the main fuel injection device 7 in the same manner as in the above-described embodiment, and controls the auxiliary fuel injection device 14 by changing the fuel injection time according to the pressure in the intake passage 15 detected by the pressure sensor 61. Thus, the fuel injection amount is controlled to be constant.
このような実施例においても、一個の燃料ポンプ４で
主燃料噴射装置７および補助燃料噴射装置14に燃料を供
給できるから、燃焼室９内および吸気通路15内に燃料を
噴射するようにしても、構造が複雑になるのを抑えるこ
とができる。Also in such an embodiment, since the fuel can be supplied to the main fuel injection device 7 and the auxiliary fuel injection device 14 by one fuel pump 4, the fuel may be injected into the combustion chamber 9 and the intake passage 15. In addition, the structure can be prevented from becoming complicated.
以上説明したように本発明に係る燃料噴射装置は、燃
料タンクから燃料ポンプを経て再び燃料タンクに戻る燃
料管路の途中であって燃料ポンプの下流側に燃料管路内
の燃料圧力を調整する第１燃料圧力調整器を設け、かつ
この第１燃料圧力調整器の下流側に燃料管路内の燃料圧
力を第１燃料圧力調整器よりも低い圧力に調整する第２
燃料圧力調整器を設け、前記燃料管路の燃料ポンプと第
１燃料圧力調整器との間に主燃料噴射装置を接続すると
ともに、前記燃料管路の第１燃料圧力調整器と第２燃料
圧力調整器との間に、吸気側の通路の燃料を供給する補
助燃料噴射装置を接続してなり、前記主燃料噴射装置
に、空気圧縮機で圧縮された圧縮空気が流されかつ下流
側が空気圧力調整器を介して大気中に開放される空気供
給管路を接続し、この主燃料噴射装置を、前記圧縮空気
と燃料とを混合して燃焼室に供給する構造としたため、
燃料ポンプから吐出された燃料を第１燃料圧力調整器で
高い圧力に調整して主燃料噴射装置に供給する一方、第
２燃料圧力調整器でそれよりも低い圧力に調整して補助
燃料噴射装置に供給することができる。As described above, the fuel injection device according to the present invention adjusts the fuel pressure in the fuel pipe in the middle of the fuel pipe returning from the fuel tank via the fuel pump to the fuel tank and downstream of the fuel pump. A first fuel pressure regulator, and a second fuel pressure regulator downstream of the first fuel pressure regulator that regulates the fuel pressure in the fuel line to a lower pressure than the first fuel pressure regulator.
A fuel pressure regulator is provided, a main fuel injection device is connected between the fuel pump of the fuel line and the first fuel pressure regulator, and a first fuel pressure regulator and a second fuel pressure of the fuel line are connected. An auxiliary fuel injection device for supplying fuel in a passage on the intake side is connected between the air conditioner and the regulator. The compressed air compressed by the air compressor flows through the main fuel injection device, and the downstream side has an air pressure. An air supply pipe line opened to the atmosphere is connected via a regulator, and the main fuel injection device is configured to mix the compressed air and fuel and supply the mixed air to the combustion chamber.
The fuel discharged from the fuel pump is adjusted to a high pressure by the first fuel pressure regulator and supplied to the main fuel injection device, while the fuel discharged from the fuel pump is adjusted to a lower pressure by the second fuel pressure regulator to provide the auxiliary fuel injection device. Can be supplied to
したがって、一個の燃料ポンプを用いて圧力が異なる
燃料を発生させることができるから、燃焼室および吸気
側の通路から燃料を供給するようにしても、構造が複雑
になるのを抑えることができる。Therefore, since fuel with different pressures can be generated using one fuel pump, the structure can be prevented from becoming complicated even if fuel is supplied from the combustion chamber and the passage on the intake side.
また、燃焼室内に燃料が空気と共に噴射されて燃料の
粒の微細化を図ることができるから、燃料の気化が促進
される。この結果、燃料を完全に燃焼させることが容易
になる。さらに、第１燃料圧力調整器で圧力が調整され
た燃料と、空気圧力調整器で圧力が調整された圧縮空気
とを主燃料噴射装置に供給するため、燃焼室に噴射され
る燃料と空気の割合を一定に保つことができ、不完全燃
焼を起こすことがないから、回転が安定して出力向上を
図ることができる。Further, the fuel is injected into the combustion chamber together with the air, so that the fuel particles can be made finer, so that the vaporization of the fuel is promoted. As a result, it becomes easy to completely burn the fuel. Further, in order to supply the fuel whose pressure has been adjusted by the first fuel pressure regulator and the compressed air whose pressure has been adjusted by the air pressure regulator to the main fuel injection device, the fuel and air injected into the combustion chamber are Since the ratio can be kept constant and incomplete combustion does not occur, the rotation can be stabilized and the output can be improved.
他の発明に係る燃料噴射装置は、上述した発明に係る
燃料噴射装置において、第１燃料圧力調整器を、主燃料
噴射装置に供給される燃料の圧力が空気供給管路内の圧
縮空気の圧力より高くなる構造とし、主燃料噴射装置
に、燃料圧力と圧縮空気の圧力との差圧に対応させて主
燃料噴射装置での噴射時間を制御する制御装置を接続し
てなり、この制御装置を、前記差圧が相対的に高いとき
に噴射時間が短くなり、差圧が相対的に低いときに噴射
時間が長くなる構成としたため、空燃比が大きく変動す
ることがないから、噴射毎の燃焼による発熱量が安定し
て回転が安定する。A fuel injection device according to another aspect of the present invention is the fuel injection device according to the above-described invention, wherein the first fuel pressure regulator adjusts the pressure of the fuel supplied to the main fuel injection device to the pressure of the compressed air in the air supply line. The main fuel injection device is connected to a control device that controls the injection time of the main fuel injection device in accordance with the pressure difference between the fuel pressure and the pressure of the compressed air. Since the injection time becomes shorter when the differential pressure is relatively high, and the injection time becomes longer when the differential pressure is relatively low, the air-fuel ratio does not greatly fluctuate. And the rotation is stabilized.
第１図は本発明に係る燃料噴射装置の概略を示す構成
図、第２図は同じく要部概略を示す断面図、第３図は他
の実施例の概略を示す構成図、第４図は同じく要部概略
を示す断面図である。 ３……燃料管路、４……燃料ポンプ、５……第１燃料圧
力調整器、６……第２燃料圧力調整器、７……主燃料噴
射装置、９……燃焼室、14……補助燃料噴射装置、15…
…吸気通路。FIG. 1 is a configuration diagram schematically showing a fuel injection device according to the present invention, FIG. 2 is a cross-sectional view showing the same main portion, FIG. 3 is a configuration diagram schematically showing another embodiment, and FIG. It is sectional drawing which shows the principal part outline similarly. 3 ... fuel line, 4 ... fuel pump, 5 ... first fuel pressure regulator, 6 ... second fuel pressure regulator, 7 ... main fuel injection device, 9 ... combustion chamber, 14 ... Auxiliary fuel injector, 15…
... the intake passage.
フロントページの続き (56)参考文献 特開 平２−140460（ＪＰ，Ａ) 実開 昭61−200435（ＪＰ，Ｕ) 実開 昭61−200462（ＪＰ，Ｕ) 実開 昭61−200436（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.6，ＤＢ名) F02M 63/00 F02M 69/00 340Continuation of the front page (56) References JP-A-2-140460 (JP, A) JP-A-61-200435 (JP, U) JP-A-61-200462 (JP, U) JP-A-61-200436 (JP) , U) (58) Fields investigated (Int. Cl. 6 , DB name) F02M 63/00 F02M 69/00 340
Claims (2)
タンクに戻る燃料管路の途中であって燃料ポンプの下流
側に燃料管路内の燃料圧力を調整する第１燃料圧力調整
器を設け、かつこの第１燃料圧力調整器の下流側に燃料
管路内の燃料圧力を第１燃料圧力調整器よりも低い圧力
に調整する第２燃料圧力調整器を設け、前記燃料管路と
燃料ポンプと第１燃料圧力調整器との間に主燃料噴射装
置を接続するとともに、前記燃料管路の第１燃料圧力調
整器と第２燃料圧力調整器との間に、吸気側の通路に燃
料を供給する補助燃料噴射装置を接続してなり、前記主
燃料噴射装置に、空気圧縮機で圧縮された圧縮空気が流
されかつ下流側が空気圧力調整器を介して大気中に開放
される空気供給管路を接続し、この主燃料噴射装置を、
前記圧縮空気と燃料とを混合して燃焼室に供給する構造
としたことを特徴とする燃料噴射装置。A first fuel pressure regulator for adjusting the fuel pressure in the fuel line in the middle of the fuel line returning from the fuel tank via the fuel pump to the fuel tank and downstream of the fuel pump; A second fuel pressure regulator for adjusting the fuel pressure in the fuel line to a pressure lower than the first fuel pressure regulator is provided downstream of the first fuel pressure regulator. A main fuel injection device is connected to the first fuel pressure regulator, and fuel is supplied to a passage on the intake side between the first fuel pressure regulator and the second fuel pressure regulator in the fuel line. An air supply pipe through which compressed air compressed by an air compressor flows and the downstream side is opened to the atmosphere via an air pressure regulator. And connect this main fuel injector to
A fuel injection device, wherein the compressed air and the fuel are mixed and supplied to a combustion chamber.
１燃料圧力調整器を、主燃料噴射装置に供給される燃料
の圧力が空気供給管路内の圧縮空気の圧力より高くなる
構造とし、主燃料噴射装置に、燃料圧力と圧縮空気の圧
力との差圧に対応させて主燃料噴射装置での噴射時間を
制御する制御装置を接続してなり、この制御装置を、前
記差圧が相対的に高いときに噴射時間が短くなり、差圧
が相対的に低いときに噴射時間が長くなる構成としたこ
とを特徴とする燃料噴射装置。2. The fuel injection device according to claim 1, wherein the first fuel pressure regulator has a structure in which the pressure of the fuel supplied to the main fuel injection device is higher than the pressure of the compressed air in the air supply pipe. The main fuel injection device is connected to a control device that controls the injection time in the main fuel injection device in accordance with the pressure difference between the fuel pressure and the pressure of the compressed air. A fuel injection device characterized in that the injection time is shortened when the pressure is relatively high and the injection time is lengthened when the differential pressure is relatively low.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1107598A JP2757261B2 (en) | 1989-04-28 | 1989-04-28 | Fuel injection device |
| DE69029419T DE69029419T2 (en) | 1989-04-13 | 1990-04-12 | Internal combustion engine and fuel injection control method therefor |
| EP90107077A EP0392550B1 (en) | 1989-04-13 | 1990-04-12 | Internal combustion engine and method for controlling fuel injection of same |
| US07/515,205 US5193508A (en) | 1989-04-28 | 1990-04-27 | Fuel injection system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1107598A JP2757261B2 (en) | 1989-04-28 | 1989-04-28 | Fuel injection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02286871A JPH02286871A (en) | 1990-11-27 |
| JP2757261B2 true JP2757261B2 (en) | 1998-05-25 |
Family
ID=14463225
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1107598A Expired - Fee Related JP2757261B2 (en) | 1989-04-13 | 1989-04-28 | Fuel injection device |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US5193508A (en) |
| JP (1) | JP2757261B2 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5890472A (en) * | 1996-09-17 | 1999-04-06 | Sanshin Kogyo Kabushiki Kaisha | Engine fuel supply system |
| US6247456B1 (en) * | 1996-11-07 | 2001-06-19 | Siemens Canada Ltd | Canister purge system having improved purge valve control |
| US8434431B2 (en) | 2005-11-30 | 2013-05-07 | Ford Global Technologies, Llc | Control for alcohol/water/gasoline injection |
| US8132555B2 (en) | 2005-11-30 | 2012-03-13 | Ford Global Technologies, Llc | Event based engine control system and method |
| US8267074B2 (en) * | 2006-03-17 | 2012-09-18 | Ford Global Technologies, Llc | Control for knock suppression fluid separator in a motor vehicle |
| US7909019B2 (en) | 2006-08-11 | 2011-03-22 | Ford Global Technologies, Llc | Direct injection alcohol engine with boost and spark control |
| US7971567B2 (en) | 2007-10-12 | 2011-07-05 | Ford Global Technologies, Llc | Directly injected internal combustion engine system |
| US8118009B2 (en) | 2007-12-12 | 2012-02-21 | Ford Global Technologies, Llc | On-board fuel vapor separation for multi-fuel vehicle |
| US8550058B2 (en) * | 2007-12-21 | 2013-10-08 | Ford Global Technologies, Llc | Fuel rail assembly including fuel separation membrane |
| US7845315B2 (en) | 2008-05-08 | 2010-12-07 | Ford Global Technologies, Llc | On-board water addition for fuel separation system |
| US8397701B2 (en) * | 2008-07-31 | 2013-03-19 | Ford Global Technologies, Llc | Fuel system for multi-fuel engine |
| US9771887B2 (en) | 2015-11-23 | 2017-09-26 | Ford Global Technologies, Llc | Single rail combined fuel injection |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51123422A (en) * | 1975-04-21 | 1976-10-28 | Nissan Motor Co Ltd | Fuel modulating system |
| US4527528A (en) * | 1981-11-12 | 1985-07-09 | General Motors Corporation | Fuel injection system |
| JPS6084480A (en) * | 1983-10-14 | 1985-05-13 | Eagle Ind Co Ltd | Sealing apparatus |
| KR900002315B1 (en) * | 1986-06-03 | 1990-04-11 | 미쯔비시 덴끼 가부시끼 가이샤 | Fluid pressure regulator |
| US4699109A (en) * | 1986-08-19 | 1987-10-13 | Brunswick Corporation | Closed end fuel injection system |
| US4794901A (en) * | 1987-06-16 | 1989-01-03 | Industrial Technology Research Institute | Low pressure air assisted fuel injection apparatus for engine |
| US4860699A (en) * | 1988-07-05 | 1989-08-29 | John Rocklein | Two-cycle engine |
| JPH0233439A (en) * | 1988-07-21 | 1990-02-02 | Fuji Heavy Ind Ltd | Fuel injection control device for two-cycle direct injection engine |
| US4934346A (en) * | 1989-07-10 | 1990-06-19 | Outboard Marine Corporation | Sidewall cylinder entrapment valve for internal combustion chamber |
-
1989
- 1989-04-28 JP JP1107598A patent/JP2757261B2/en not_active Expired - Fee Related
-
1990
- 1990-04-27 US US07/515,205 patent/US5193508A/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02286871A (en) | 1990-11-27 |
| US5193508A (en) | 1993-03-16 |
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